Systems and/or methods for using air/wind power to charge/re-charge vehicle batteries

ABSTRACT

Certain example embodiments of this invention relate to techniques that harness air/wind power to charge and/or re-charge a battery of a vehicle that is at least partially electrically powered. In certain example embodiments, air/wind enters into a channel formed in a vehicle and turns a turbine which, in turn, generates electricity that may be used to charge and/or re-charge a battery of the vehicle. In certain example embodiments, the velocity of the air/wind may be increased within the channel by virtue of features including, for example, retractable and/or directional vanes and/or side wall elements that help create constricting locations (or choke points). In certain example embodiments, the velocity of the air/wind may be increased within the channel by virtue of features that produce the Coanda effect. Thus, for instance, both the Venturi effect and the Coanda effect may be used to increase the efficiency of the overall system.

This application is a continuation of U.S. application Ser. No.12/588,173, filed Oct. 6, 2009, now allowed, the entire contents ofwhich are hereby incorporated herein by reference.

FIELD OF THE INVENTION

Certain example embodiments of this invention relate to vehicles thatare at least partially electrically powered. More particularly, certainexample embodiments of this invention relate to techniques that harnessair/wind power to charge and/or re-charge a battery of a vehicle that isat least partially electrically powered. In certain example embodiments,air/wind enters into a channel formed in a vehicle and turns a turbinewhich, in turn, generates electricity that may be used to charge and/orre-charge a battery of the vehicle.

BACKGROUND AND SUMMARY OF EXAMPLE EMBODIMENTS OF THE INVENTION

The need to preserve and protect the environment in which we live hasreceived more and more attention over the past years. For example, manyare concerned with the so-called “carbon footprint” problem. In general,the term “carbon footprint” refers to the total set of greenhouse gas(GHG) emissions caused directly and indirectly by an individual,organization, event or product. Carbon footprint typically is reportedin the amount of carbon dioxide (or other greenhouse gas) produced. Forexample, a 2005 study by Vattenfall, a Swedish utility company,calculated that thermal gas technology has a carbon footprint of 1170g/kWh and combined cycle gas technology has a carbon footprint of 450g/kWh. At the other end of the spectrum, the same study concluded thatwind power technology has a carbon footprint of only about 5.5 g/kWh.The United States Environmental Protection Agency (EPA) has reachedsimilar conclusions. Thus, it will be appreciated that gas technologiesare more harmful to the environment, at least in carbon footprint terms,than is wind technology.

Environmental pollution, noise, and depletion of crude oil reservesrelated to the use of gasoline-powered vehicles continue to be ofsignificant concern. Vehicles that are at least partially electricallypowered have come into use in recent years. Such vehicles address someof the problems associated with the gasoline-powered vehicles. However,such vehicles are not yet in widespread use. In addition, improvementsto those vehicles that are currently available are still possible.Indeed, it would be advantageous to develop better ways of chargingbatteries for such vehicles. For instance, it would be desirable toincrease the average travel distance between necessary charges, reducethe amount of “down-time” as a vehicle's battery is being recharged,etc. Complicating these factors is the desire to reduce the carbonfootprint of the vehicles while providing “cleaner” forms oftransportation.

Thus, it will be appreciated that there is a need in the art forsystems/methods that overcome these and/or other challenges. Forexample, it will be appreciated that there is a need in the art fortechniques that harness air/wind power to charge and/or re-charge abattery of a vehicle that is at least partially electrically powered.

As one illustrative point of comparison, the GM Volt can travelapproximately 230 hours before its gasoline-based backup system engagesto recharge the battery. Certain example embodiments may improve uponthis performance value.

In certain example embodiments of this invention, a system for chargingand/or re-charging a battery in a vehicle is provided. A channel has abody into which wind/air can flow. A plurality of turbines are locatedin the body of the channel, with each said turbine being rotatable bythe wind/air flowing through the channel. A plurality of vanes arelocated in the body of the channel upstream of the turbines.Constricting locations (also sometimes called choke points) are createdbetween adjacent vanes, the constricting locations (or choke points)being located so as to increase velocity of the wind/air flowing throughthe channel upstream of the turbines. An electric power subsystem isconfigured to harness energy generated by the turbines and charge and/orre-charge the battery in the vehicle using the harnessed energy.

In certain example embodiments of this invention, a system for chargingand/or re-charging a battery in a vehicle is provided. A channel has abody into which wind/air can flow. At least one turbine is located inthe body of the channel, with each said turbine being rotatable by thewind/air flowing through the channel. A plurality of vanes are locatedin the body of the channel upstream of the at least one turbine.Constricting locations are created between adjacent vanes, with theconstricting locations being located so as to increase velocity of thewind/air flowing through the channel upstream of the at least oneturbine. An electric power subsystem is configured to harness energygenerated by the at least one turbine and charge and/or re-charge thebattery in the vehicle using the harnessed energy.

In certain example embodiments of this invention, a duct for a vehicleis provided. A body portion into which wind/air can flow is provided. Atleast one turbine is located in the body portion, with each said turbinebeing rotatable by the wind/air flowing through the channel. A pluralityof vanes is located in the body of the channel upstream of the at leastone turbine. Constricting locations are created between adjacent vanes,with the constricting locations being located so as to increase velocityof the wind/air flowing through the channel proximate to the at leastone turbine. The at least one turbine is operably coupled to an electricpower subsystem configured to harness energy generated by the at leastone turbine.

These example systems/elements may be incorporated into vehicles incertain example embodiments. Additionally, or in the alternative, theseexample systems/elements may be incorporated into cooling systems, e.g.,used in vehicles. Additionally, or in the alternative, methods of makingsuch systems, and vehicles including such systems, also are possible inconnection with certain example embodiments.

The features, aspects, advantages, and example embodiments describedherein may be combined to realize yet further embodiments.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other features and advantages may be better and morecompletely understood by reference to the following detailed descriptionof exemplary illustrative embodiments in conjunction with the drawings,of which:

FIG. 1 is a partial schematic view of an air/wind intake channelincluding a plurality of vanes and turbines for generating electricpower in accordance with certain example embodiments;

FIG. 2 is a partial schematic view of another air/wind intake channelincluding a plurality of vanes and turbines for generating electricpower in accordance with certain example embodiments;

FIG. 3 a is a partial schematic view of still another air/wind intakechannel including a plurality of vanes and turbines for generatingelectric power in accordance with certain example embodiments;

FIG. 3 b is a partial perspective view of an example embodiment as takenthrough the section line of the FIG. 3 a example;

FIG. 3 c shows the vanes of the FIG. 3 b example being partiallyretracted in accordance with certain example embodiments; and

FIG. 4 is a partial perspective view of an example vehicle incorporatingthe electric power generating techniques of certain example embodiments.

DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS OF THE INVENTION

Certain example embodiments relate to techniques that harness air/windpower to charge and/or re-charge a battery of a vehicle that is at leastpartially electrically powered. In general, as a vehicle moves forward,air/wind enters into a channel. The air/wind proceeds down the channeland turns one or more turbines. The turning of the turbines is used togenerate electricity, which may be used to charge and/or re-charge abattery of a vehicle. This behavior, in turn, may generate electricitythat may be used to charge and/or re-charge a battery of the vehicle. Incertain example embodiments, the velocity of the air/wind may beincreased within the channel by virtue of features including, forexample, retractable and/or directional vanes and/or side wall elementsthat help create constricting locations (also sometimes called chokepoints). In certain example embodiments, the velocity of the air/windmay be increased within the channel by virtue of features that producethe Coanda effect. Thus, for instance, both the Venturi effect and theCoanda effect may be used to increase the efficiency of the overallsystem. Certain example embodiments relate to a duct provided in avehicle. The ducts of certain example embodiments include features thataccelerate or “speed-up” the wind/air entering into the duct, therebycausing one or more turbines to spin, e.g., in the generation ofelectricity. In certain example embodiments, the changes in wind/airvelocity (e.g., increases in wind/air velocity) may be influenced bycorresponding pressure changes (e.g., pressure drops), e.g., produced inaccordance with the Bernoulli principle.

As will be appreciated, the strength of wind varies. Indeed, electricitygenerated from wind power can be variable at different timescales, e.g.,from hour-to-hour, daily, seasonally, etc. Because so much power isgenerated by higher wind speed, much of the energy comes in shortbursts. Instantaneous electrical generation and consumption preferablyremains in substantial balance, e.g., to help maintain grid stability.This variability may present challenges when attempting to incorporatelarge amounts of wind power into a grid system. Accordingly, onechallenge in wind power generation is how to maintain “wind powerdensity” (WPD), e.g., to account for changing conditions. WPD generallyis a calculation of the effective power of the wind at a particularlocation.

Similar observations as those made above with respect to convention windpower observation also apply with respect to air/wind power used inconnection with embodiments of the present invention. Techniques formaintaining an appropriate WPD when travelling in a vehicle at differentspeeds, encountering different “headwinds,” etc., therefore may beapplied in connection with certain example embodiments of thisinvention, e.g., as described in greater example below.

Referring now more particularly to the drawings, FIG. 1 is a partialschematic view of an air/wind intake channel 10 including a plurality ofvanes 12 a-c and turbines 14 a-d for generating electric power inaccordance with certain example embodiments. Because vehicles mostfrequently move in a generally forward motion (as opposed to a generallyrearward motion), air intake may take place towards the front of thevehicle. Thus, most air will flow through the channel 10 towards therear of the vehicle and past the turbines 14 a-d disposed in the body ofthe channel 10.

Various features may influence the air/wind (e.g., fluids) as theyprogress through the channel 10 and approaches the turbines 14 a-d. FIG.1, for example, includes vanes 12 a-d and features 16 a-d. Theseelements may in certain example implementations be used to help causethe Venturi effect and/or the Bernoulli principle, e.g., in acontrollable manner. As is known, the Venturi effect generally relatesto the reduction in wind/air/gas (e.g., fluid) pressure that resultswhen a wind/air/gas (e.g., fluid) flows through a constricted section ofpipe. The wind/air/gas (e.g., fluid) velocity increases through theconstriction to satisfy the equation of continuity, while its pressuredecreases because of conservation of energy. That is, the gain inkinetic energy is balanced by a drop in pressure or a pressure gradientforce. Similarly, the Bernoulli principle generally states that anincrease in the speed of the wind/air/gas (e.g., fluid) occurssimultaneously with a decrease in pressure or a decrease in thewind's/air's/gas's (e.g., fluid's) potential energy for inviscid flows.This is accomplished in the FIG. 1 example by causing the air/wind to bechanneled between the elements 16 a-b, between the vanes 12, and/orbetween the elements 16 and the vanes 12. Given this arrangement, whichessentially involves choked flows, the velocity of the air/wind will beaccelerated as it reaches the vanes 14. Accordingly, the velocity of theair/wind may be increased to a level sufficient to cause rotation of theturbines 14 in example situations where the vehicle is travelling at lowspeeds.

In certain example embodiments, the vanes 12 and/or the sidewallelements 16 a-b may be formed from and/or covered with a smoothmaterial. For example, in certain example instances, a very smoothrubberized material may be used to form such features. Providing asmooth surface may be advantageous in certain example implementations,e.g., to reduce the likelihood of eddy effects being generated, whichcould sometimes have an impact on the functioning of the turbines,change the characteristics of the constricting locations, alter thepressure gradient(s) produced by the constricting locations, etc. Aswill be appreciated, such events could negatively impact the performanceof the duct, e.g., by reducing the velocity of the wind/air, restrictingthe potential increase in wind/air velocity, etc. As such, the materialsused to form and/or cover the vanes 12 and/or the sidewall elements 16a-b may be selected so as to reduce the presence of such eddy effects.Certain example embodiments thus may provide this improvement and/orreduce the likelihood of drawbacks when attempting to increase thevelocity of the wind/air entering into the channel/duct by alteringpressure characteristics, e.g., in accordance with the Bernoulliprinciple.

Although the vanes 12 shown in FIG. 1 are substantially tear-dropshaped, over arrangements may be used in certain example embodiments.For example, more or less ovular shapes may be used. In general, thevanes may be of any size and/or shape, provided that constrictinglocations (or choke points) are created, in certain example embodiments.Furthermore, although the elements 16 a and 16 b are shown as being“one-half” of a single vane 12, they too may be differently sized and/orshaped. The shapes of the side wall elements 16 a and 16 b may besimilar to one-half of a single vane, or they may be provided asdifferently shaped elements.

As will be appreciated from the description provided above, maintainingWPD during changing conditions would be advantageous. This may involvethe vehicle temporarily encountering strong headwinds, travellingthrough traffic at different speeds, etc. To help maintain WPD, some orall of the vanes 12, turbines 14, and/or features 16 may be madedirectional and/or retractable. For instance, when the vehicle istravelling at a very high speed, some or all of the vanes 12 mayretract, since the air/wind entering into the channel 10 will already beat a sufficient velocity to produce the desired rotation of the turbines14. Similarly, when the vehicle is travelling at a very low speed, someor all of the vanes 12 may be engaged such that the velocity of theair/wind entering into the channel 10 is increased, e.g., as a result ofthe above-described and/or other effects. Similarly, some or all of themay rotated or otherwise moved so that their respective constrictinglocations (choke points) are closed. A control system operably connectedto the components may coordinate these retracting and/or redirectingactions of the vanes based on the prevailing, changing, and/or otherconditions.

In certain example embodiments, the vanes 12, turbines 14, and/orfeatures 16 may be mechanically raised, lowered, or rotated so as toaccomplish the desired effect, e.g., when certain conditions are met.Such a system may be operably connected to the vehicle's speedometer,for example. In this way, when the vehicle moves above or below certainthreshold speeds, the vanes and/or other features may be selectivelydeployed. In certain example embodiments, all vanes may be activatedwhen the vehicle is travelling lower than 10 mph, vane 12 a may bedeactivated when the vehicle is travelling at 10-35 mph, vane 12 b maybe deactivated when the vehicle is travelling at 35-60 mph, and vane 12c may be deactivated when the vehicle is travelling at 60-80 mph. Ofcourse, other thresholds may be established for this and/or otherconfigurations where more or fewer vanes are implemented with or withoutside wall features 16 a-b. In certain example embodiments, if thevehicle is traveling at a speed that it too fast and might damage theturbines and/or internal system components, the channel/duct may beblocked and/or the components therein may be at least temporarilyselectively deactivated.

Adjustments also may be made by measuring air/wind speed proximate tothe turbines. If a suitable velocity is not obtained, the deployment ofthe vanes may be adjusted accordingly. Similarly, in addition or in thealternative, electricity production also may be measured and, if toohigh or too low, the deployment of the vanes also may be adjustedaccordingly. In certain example embodiments, comparisons may be madebetween, for example, an input value such as, for example, air/windvelocity proximate to the air intake, vehicle speed, etc., and an outputvalue such as, for example, air/wind velocity proximate to the turbines,power collection, etc. This data may be fed back into a computer andused to dynamically adjust the thresholds at which the various vanes areimplemented, e.g., so that the overall system “learns” over time.

Furthermore, rather than making “real-time” or substantially real-timechanges, the adjustments may be made based on measurements made of apredefined amount of time. For example, in certain example embodiments,the adjustments may be made based on measurements made over a 5 minute,10 minute, 30 minute, or other time interval. The vanes may be set basedon an average speed, median speed, minimum or maximum speed, etc., ofthe vehicle and/or the air/wind entering into the channel.

In certain example embodiments, the speed of the wind/air may bemeasured directly or indirectly. For example, in certain exampleembodiments, pressure sensors may be provided. The output from suchpressure sensors may be used to calculate and/or infer the velocity ofthe wind/air, changes in velocity of the wind/air (e.g., upstream of, ator proximate to, and/or downstream of the constricting locations), etc.This information also may be used to selectively alter thecharacteristics of the enabled constricting location(s). For instance,as explained above, vanes may be selectively deployed to create one ormore constricting locations, the size(s) of the constricting location(s)may be adjusted (e.g., by moving, rotating, removing, or otherwisealtering the positioning of the vanes), etc. In certain exampleembodiments, the blades themselves may be temporarily fixed independence on such calculations, e.g., so that they do not turn when itis inappropriate to do so. For example, the turbine blades mayselectively open/close. It will be appreciated that programmed logiccircuitry may be provided so as to perform such calculations and/ordirect the components to move accordingly. Such programmed logiccircuitry may include a program stored on a computer-readable storagemedium.

As alluded to above, the number of turbines, the number of vanes, andthe presence of side wall features may be variable or optional indifferent example embodiments. Thus, for example, although the FIG. 1example embodiment shows three vanes and four turbines, differentexample embodiments may use different numbers of vanes and/or turbines.In generally, example embodiments of this invention may functionprovided that there is at least one channel through without air mayreach at least one turbine. Additionally, the number of smaller channelsbetween features (represented by the thin arrows in FIG. 1) need not bein a one-to-one ration with the turbines. Moreover, although theturbines shown in FIG. 1 are shown as being located between but towardsthe rear ends of the vanes, other placements also are possible. Forexample, the turbines may be located “behind” the vanes, at the veryback(s) of the vanes, closer to the center(s) of the vanes, etc.Furthermore, the vanes and turbines do not need to be vertically alignedwith one another. For example, in certain example embodiments, suchelements may be staggered front-to-back and/or side-to-side, e.g., so asto achieve a desired air/wind flow effect.

The rotation of the turbines 14 may be used to generate electricity. Inthis regard, the turbines 14 may be connected to a power collectionsubsystem 18. This power collection subsystem 18 may, in turn, beelectrically connected to a battery of the vehicle 20, e.g., so as tocharge and/or re-charge it. Advantageously, this may prolong the traveldistance of the vehicle and/or reduce the amount of “lag-time” involvedin charging (e.g., because the battery will not be as drained). Thepower collection subsystem 18 may include induction generators,solid-state converters between the turbine generator and the collectorsystem, and/or the like.

In certain example embodiments, the subsystem 18 may include circuitry(e.g., including capacitors and/or resistors) to regulate the current ofthe electricity produced. This may increase the overall usability of theelectricity and account for variations in current resulting from, forexample, changes in vehicle speed, amount of air/wind being processed,partial or complete failure of some or all of the turbines, etc.

One or more additional batteries also may be provided, e.g., between thepower collection subsystem 18 and the vehicle battery 20. Theseadditional batteries may be useful, for example, at low levels ofair/wind penetration. They also may be used to compensate forfluctuations in load caused by any number of factors including, forexample, rapid changes in vehicle speed, prevailing headwind, etc. Forinstance, additional batteries may be used to store energy when theprimary vehicle battery 20 is already full. Similarly, additionalbatteries may be used when an insufficient amount of power is beinggenerated by the turbines (e.g., when the vehicle is stuck in traffic,etc.).

In certain example embodiments, the air/wind power may be supplementedor even replaced by other power stations when necessary or desirable.For instance, optional solar collectors provided to the vehicle may beused when the vehicle is substantially stationary or moving.

In certain example embodiments, a filter may be provided at the front ofthe channel or outside the front of the channel. Such a filter mayreduce the likelihood of debris (e.g., trash, dirt, gravel, and/or thelike) from entering into the channel. In certain example embodiments,the filter may be provided at or on the grille of a car. In certainexample embodiments, a check valve may be provided at the rear of thechannel. The check valve may reduce the likelihood of air entering intothe channel in the wrong direction, e.g., when the vehicle is travelingin reverse.

FIG. 2 is a partial schematic view of another air/wind intake channel10′ including a plurality of vanes 12 a-c and turbines 14 a-d forgenerating electric power in accordance with certain exampleembodiments. The FIG. 2 example embodiment is similar to the FIG. 1example embodiment. However, several modifications have been made to theFIG. 2 example embodiment that may be used to further increase theefficiency of the wind collection system. In particular, the channel 10′in FIG. 2 is wider proximate to the air intake and becomes taperedtowards the vanes 12 a-c. This may provide a first stage of air/windacceleration prior to the second stage of acceleration at the vanes 12.

The FIG. 2 example embodiment also includes a plurality of generallycolumnar components 22 a-d. These generally columnar components 22 a-dmay be used further increase the velocity of the air/wind by virtue ofthe Coanda effect. The Coanda effect generally refers to the tendency ofa wind/air/gas (e.g., fluid) jet to be attracted to a nearby surface.The bending of the flow results in its acceleration and, as a result orBernoulli's principle, pressure is decreased. Thus, the incorporation ofcomponents 22 a-d may be used to further increase the velocity of theair/wind.

As above, the elements 22 a-d may be made retractable and/or movable.Furthermore, any number of elements may be present in different exampleembodiments of this invention. For example, as shown in FIG. 2, elements22 a-d are located past the constricting locations (or choke points)caused by the vanes and before the turbines 14 a-d. However, theseelements may be moved up towards, in, or in front of the constrictinglocations (or choke points). In certain example embodiments more orfewer elements may be implemented. In certain example embodiments, asingle Coanda effect producing element may be located upstream of thevanes.

The channel may be placed in any number of locations of the vehicle. Forexample, in automobile applications, the channel may be placed at anylocation where it may receive air/wind as the automobile travels. Incertain example embodiments, it may be at least partially obscured fromthe general appearance, e.g., by being placed behind the vehicle grille,below the front bumper, etc. In certain example embodiments, the channelmay be incorporated into an aesthetic feature of the vehicle. Forexample, the channel may be placed in the hood of the vehicle, in thegrille, proximate to an engine protruding through the hood of a car,along the window frame or A-pillar, or elsewhere, in a more conspicuousmanner. The placement may be similar for an airplane or boat,recognizing, or course, that the channel may impact the overallaerodynamics of the airplane and that the channel may take on water ifits placement in a boat is not appropriately selected. Of course, in thelatter example, a combination wind and/or hydroelectric system may bepossible in certain example embodiments, wherein the same principlesapply as between the fluid being air/wind and water.

In certain example embodiments, the channel may feed into the normalexhaust line of the vehicle. In certain example embodiments, the channelmay feed into one or more separate lines so that the air/wind may bevented out of the vehicle. For instance, in certain example embodiments,such lines may vent to the back of the car, e.g., so as to appear as anormal exhaust pipe. Such lines also may vent towards the ground, e.g.,underneath the vehicle, in certain example embodiments. In still otherexample embodiments, such lines may be curved and vent to the side ofthe car or even the front of the car (e.g., to the grille).

In certain example embodiments, the wind/air may be routed to the rearof the vehicle so that it helps disrupt the vacuum formed at the rearthereof. In certain example embodiments, the wind/air may be dischargedat one or more locations (e.g., above the bumper, below the bumper, nearthe trunk, etc.) so as to reduce the size and/or influence of the vacuumformed at the rear of the vehicle as it travels. In some instances, thevacuum may even be destroyed. It will be appreciated that dischargingthe wind/air in this way may lead to an improvement in the overallaerodynamics of the vehicle.

FIG. 3 a is a partial schematic view of still another air/wind intakechannel 10″ including a plurality of vanes 12 a-c and turbines 14 a-dfor generating electric power in accordance with certain exampleembodiments. The FIG. 3 a example embodiment is similar to the FIG. 2example embodiment. However, the channel 10″ is tapered towards its rearportions. This may be useful when connecting the channel 10″ to an inputin the vehicle's engine. Causing the channel 10″ to vent in this way maybe advantageous in certain example embodiments, in that it may be usedto increase the efficiency and/or performance of the engine. Forinstance, the arrangement shown in FIG. 3 a may be used to turbo-chargean engine. In this regard, the channel as a whole may be substantiallyin-line with the engine in certain example embodiments.

In certain example embodiments, in addition or as an alternative, thewind/air may be directed and/or redirected as or after it exits thechannel so that it functions as a part of a cooling system. For example,in certain example embodiments, the channel may direct the wind/air sothat it flows proximate to internal components of the vehicle. Internalcomponents such as, for example, vehicle batteries, engines, and/or thelike, may be cooled by providing a flow of wind/air (either acceleratedor not accelerated) over, around, or near such components.

FIG. 4 is a partial perspective view of an example vehicle incorporatingthe electric power generating techniques of certain example embodiments.The FIG. 4 example embodiment is a car 30, which includes a channel 10or 10′ or 10″ or the like. The channel in the FIG. 4 embodiment islocated behind the grille of the vehicle 30, e.g., so as to be at leastpartially concealed. Of course, as explained in greater detail above,the channel may be located in this or any other suitable position.

Although the vehicle shown in the FIG. 4 embodiment is a particular carmodel, the techniques described herein may be used in connection withany other type of vehicle. For example, the techniques described hereinmay be used in connection with other automobiles, motorcycles, tractors,airplanes, boats, and/or the like. Such vehicles may be wholly orpartially electrically powered. This includes, for example, electricallypowered vehicles, hybrid vehicles, etc.

Methods of making the systems and/or vehicles also may be provided bycertain example embodiments of this invention.

While the invention has been described in connection with what ispresently considered to be the most practical and preferred embodiment,it is to be understood that the invention is not to be limited to thedisclosed embodiment, but on the contrary, is intended to cover variousmodifications and equivalent arrangements included within the spirit andscope of the appended claims.

What is claimed is:
 1. A system for charging and/or re-charging a battery in a vehicle, comprising: a channel having a body into which wind/air can flow; a plurality of turbines located in the body of the channel, each said turbine being rotatable by the wind/air flowing through the channel; a plurality of vanes located in the body of the channel upstream of the turbines, wherein constricting locations are created between adjacent vanes, the constricting locations being located so as to increase velocity of the wind/air flowing through the channel upstream of the turbines; at least one substantially columnar feature located in the channel horizontally oriented so as to be approximately centered between adjacent ones of said vanes, the at least one substantially columnar feature being shaped, arranged, and positioned in the channel and in relation to the plurality of vanes so as to increase velocity of the wind/air flowing through the channel upstream of the turbines; and an electric power subsystem configured to harness energy generated by the turbines and charge and/or re-charge the battery in the vehicle using the harnessed energy.
 2. The system of claim 1, wherein the vanes are retractable.
 3. The system of claim 2, further comprising a computer-based control system configured to cause the each said vane to retract when the vehicle reaches a predetermined speed threshold associated with the vane.
 4. The system of claim 1, further comprising a feature mounted to the side wall of the channel substantially in line with the plurality of vanes.
 5. The system of claim 1, wherein the at least one substantially columnar feature is located upstream of the plurality of vanes.
 6. The system of claim 1, wherein a plurality of substantially columnar features are provided.
 7. The system of claim 1, wherein each said substantially columnar feature is located downstream of the constricting locations created by the vanes.
 8. The system of claim 1, further comprising circuitry configured to regulate current of harnessed energy.
 9. The system of claim 9, further comprising a plurality of backup batteries configured to temporarily store the harnessed energy.
 10. A vehicle comprising the system of claim
 1. 11. The vehicle of claim 10, wherein the channel vents into the tailpipe.
 12. The vehicle of claim 10, wherein the channel is connected to the engine such that the wind/air exits the channel and is fed into the engine.
 13. The vehicle of claim 10, wherein the channel is arranged to vent proximate to the engine such that air vented through the channel flows over and/or around the engine.
 14. The vehicle of claim 11, wherein the channel is located behind a front grille of the vehicle.
 15. A vehicle comprising: an engine; a battery; and a system for charging and/or re-charging the battery, the system comprising: a channel having a body into which wind/air can flow, at least one turbine located in the body of the channel, each said turbine being rotatable by the wind/air flowing through the channel, a plurality of vanes located in the body of the channel upstream of the at least one turbine, wherein constricting locations are created between adjacent vanes, the constricting locations being located so as to increase velocity of the wind/air flowing through the channel upstream of the at least one turbine, an electric power subsystem configured to harness energy generated by the at least one turbine and charge and/or re-charge the battery in the vehicle using the harnessed energy, and an outlet proximate the vehicle's rear, wherein the outlet is shaped and arranged to cause air discharged therethrough to disrupt a vacuum that otherwise would be formed at the rear of the vehicle as the vehicle moves.
 16. The vehicle of claim 15, further comprising at least one substantially columnar feature located in the channel so as to increase velocity of the wind/air flowing through the channel upstream of the turbines.
 17. The vehicle of claim 16, wherein the system further comprises at least one feature mounted to the side wall of the channel configured to cooperate with the vanes to increase velocity of the wind/air flowing through the channel upstream of the turbines.
 18. The vehicle of claim 15, wherein the system further comprises at least one feature mounted to the side wall of the channel configured to cooperate with the vanes to increase velocity of the wind/air flowing through the channel upstream of the turbines.
 19. The vehicle of claim 15, wherein the plurality of vanes are retractable.
 20. A method of making a system for charging and/or re-charging a battery in a vehicle, the method comprising: providing a channel having a body into which wind/air can flow; providing a plurality of turbines in the body of the channel, each said turbine being rotatable by the wind/air flowing through the channel; providing a plurality of vanes located in the body of the channel upstream of the turbines, wherein constricting locations are created between adjacent vanes, the constricting locations being located so as to increase velocity of the wind/air flowing through the channel upstream of the turbines as the vehicle moves; and providing an electric power subsystem configured to harness energy generated by the turbines and charge and/or re-charge the battery in the vehicle using the harnessed energy as the vehicle moves. 